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Commander) for checking it is
signed by the person who did it.
The term "Inspect" means that all
items are examined externally and in
situ and that their condition when so
inspected is so as to preserve
continued airworthiness.
Throughout the Inspection, a
thorough examination should be
made of all surfaces and parts for
damage, corrosion, loose or missing
rivets or bolts, distortion, cracking,
dents, scores, chafing, kinking, leaks,
excessive chipping of paintwork,
overheating, fluid contamination and
other signs of structural or
mechanical damage. Parts should
also be checked for general security
and cleanliness and a particular
inspection made of each drain and
vent hole to ensure it is unblocked.
Radio Procedures
A radio listening watch should be
kept at all times as a matter of
airmanship, even though there are
still vast areas of the UK where you
can fly for hours without having to
talk to anybody.
There are one or two points, though,
that aren't often taught properly
during training. The first is to wait a
split second to speak after pressing
the transmit button, which gives all
the relays in the system a chance to
switch over so your message can get
through in full, that is, not clipping
the first bit.
Secondly, whenever you get a
frequency change en route, not only
should you write it down on your
Nav Log, but change to the new
frequency on the other box, so you
alternate between radios. This way,
you have something to go back to if
you can't get through on the new
one for whatever reason (although it
is appreciated that this could create
144 Operational Flying
difficulties with two station boxes
and you have to switch them both
every time). Also, use the switches
on the station box to silence radios,
not the volume controls, otherwise
you get endless embarrassing
situations where you transmit, get no
reply, wonder what-in-hell-ishappening
and suddenly realise
you've turned the volume down and
have been blocking everybody else
out. That's when the Standard Air
Traffic Voice tells you he's been
calling you for the past 5 minutes......
Transponders
The code your flight will use is
allocated when the computer spits it
out to the appropriate sector
controller before you get airborne.
Together with the callsign, it’s also
passed to the Callsign Distribution
System for display on the radar
screens of the relevant ATC units,
after which the flight is activated
automatically by the radar, in the
case of London or Manchester,
about a minute after takeoff.
Reliability here is entirely dependent
on you squawking the correct code,
or another flight could be activated.
Radio failure
Essentially, comply with the last
clearance, which hopefully included
permission to land or clear the area.
If you don’t need to enter controlled
airspace, carry on with the plan,
maintaining VFR as necessary; don't
enter it even if you’ve been
previously cleared. If you must do
so, divert and telephone for
permission first. If you’re already in
controlled airspace, where clearance
has been obtained to the boundary
on leaving, or the field on entering,
proceed as planned. If in doubt,
clear the zone as directly and quickly
as possible, avoiding airfields.
The military have a system of flying
a left or right-handed triangle pattern
that can be seen on radar, although
it's usually only used if you're lost as
well as having a duff radio. Use it as
a last resort, though, because ATC
have other things to look out for
than possible triangles. If they do
recognise your problem, they will
send up a shepherd aircraft to
formate on you and bring you down,
so remain VMC if you can, and as
high as possible so radar can see you
better. If you can squawk Mode C,
do so, because that will give a height
readout to work with.
If you can only receive messages, fly
in a right handed pattern for a
minute (if your airspeed is over 300
knots, make it two). Fly at best
endurance speed and make each 120
degree turn as tight as possible. If
you can't transmit either, do the
same, but to the left.
RT Emergency Procedures
You should always declare an
Emergency, even if you have to
downgrade it later.
The Distress call (or "MAYDAY") is
used when the aircraft is threatened
by imminent danger and is in most
　
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